Automatic code signaling device



Oct. 9, 1934. A. voN HAASE 1,976,050

AUTOMATIC CODE SIGNALING DEVICE Filed Deo. 6, 1930 2 Sheets-Sheet 1 Oct.9, 1934. A. voN HAAsE AUTOMATIC CODE SIGNALING DEVICE Filed DEC. 6, 19302 Sheets-Sheet 2 Patented Oct. 9, 1934 UNITED STATES AUTOMATC CUBESGNALING DEVICE Anthony Von Haase, Lakewood, Ohio, assigner toStewart-Warner Corporation Application December 6, 1930, Serial No.590,561

12 Claims.

The purpose of this invention is to provide an improved construction ofa device operating automatically for giving an audible signal accordingto a predetermined code or formula, particularly adapted for controllingthe sounding of a signal horn of a highway motor vehicle. It consists inthe elements and features of construction shown and described asindicated in the claims.

' In the drawings:

Figure l is a diagrammatic view for showing the location and arrangementof the vehicle dash of the different elements of the apparatus, viz, thehorn, the controlling switches and the codecontrolling mechanism withthe energizing circuit diagrammatically indicated.

Figure 2 is a wiring diagram of the entire system including the codecontrol mechanism in detail.

Figure 3 is a plan View of the code controlling mechanism.

Figure 4 is an elevation looking in the direction of the arrow 4 onFigure 3.

Figure 5 is an elevation looking in the direction of the arrow 5 onFigure 3.

Figure 6 is a detail portion of Figure 3 having parts omitted to clarifythe showing of other parts.

Figure 'i' is a detail elevation of an insulating mounting seen also inelevation in Figure 4 for parts of the electric circuit leading to andfrom the different elements of the code control mechanism.

Figure 8 is a dissected section on an enlarged scale at the plane of theline 8 8 on Figure 7.

Figure 9 is a similar dissected section at the plane indicated by theline 9 9 on Figure 8.

Figure 10 is a similar dissected section at the line 10-10 on Figure 8.

Figure ll is a plan View of the base which carries the code controlmechanism with the latter shown in part in dotted line with diagrammaticshowing of the circuit connections.

Figure l2 is a perspective view of the pedal switch at open position forshowing the contacts.

The construction shown in the drawings constituting this invention isarranged to operate an automobile signal horn in a succession ofsoundings of varied individual dura-tion and with varied intervals, inaccordance with a predetermined signal code, the operation as toalternation oi sounding and intervals and the duration of each soundingbeing automatically determined by a code control mechanism so as not tobe dependent upon the `expertness of the operator for conforming to thecode.

lThis is accomplished by providing for cooperating with thehorn-energizing circuit, operated by a circuit in parallel with thehorn-energizing circuit, a circuit interruptor Vfor closing and openinga switch in the horn-energizing circuit at intervals, and for suchclosing and opening respectively, Vcorrespondingly to the durations ofand intervals between the code soundings, and the horn-energizingcircuit is arranged to be controlled by circuit-controlling push buttonat the usual position on the steering column, as indicated in Figure l,with the circuit wire running from the source of current, as indicatedat B in Figure l, to the horn C, and from the horn to the control pushbutton of the steering post switch, 111, and from the latter to ground,at 113 to 113e and back to source B.

This, in respect to the horn-energizing circuit, it may be understood isthe customary construction and installation for signal horns as nowcommonly constructed and connected for operation; and the presentinvention is designed to be utilized in conjunction with this customaryconstruction and installation without any change in the latter besidesuitably connecting the circuit lines of the constr etion embodying theinvention with the circuit of the customary horn installation.

The apparatus which is provided for association with the customarysignal horn installation on a motor vehicle, comprises acircuit-interrupting, and thereby code-controlling, mechanism abovereferred to, which will now be described.

This mechanism is indicated in entirety at A, mounted on the instrumentboard, which will usually be the most convenient place for theapparatus. It embodies a small electric motor of familiar constructionindicated in entirety by the field and housing member, D, with the fieldpoles shown at 21 and 22, the rotor armature with the windings indicatedat 23, the commutator seen at 24, the commutator brushes at 25 and 26.The armature rotor, 23, having its shaft, 23a, journalled in the eldhousing, carries at its protruding end portion a worm, 27, cooperatingwith a mutilated gear member, 28, for operating a code controlling camdisk, '70, carried by the gear, 28, upon the under side of the latter.

The form ci the code control cam, 70, may be noted at this point forunderstanding its operation as hereinaiter described. It is a disk ofinsulating material and is rotated with the mutilated gear, 28, from arest position at which its deepest notch or recess, 7l, accommodates thetree end of a spring conductor, 61, of the electric circuit in which thehorn and motor are energized as hereinabove explained. Succeeding thisdeepest cam recess in circumferential order are cam prominences, 72, 73,74 and 75, alternating with recesses, 72a, 7321, 74e and 75a, the lastmerging in the deep recess, 71. The horn circuit is closed by the camprominences encountering and deflecting the spring conductor and isopened by the reaction of the latter at the cam recesses.

The circumferential extent of the several cam prominences it may beunderstood would be made equal or varied according to the code length ofthe successive soundings of the horn, and similarly the recess in itwould be made equal or varying according to the code length of theintervals between the soundings. The resulting character of the codesignal may be readily understood upon observing the peripheralconformation of the cam disk, as seen in Figure 3.

At one end of the field housing outside the same there is mounted anelectromagnet indicated by its winding seen at 40 extending from thecurrent source as hereinafter described and whose exposed pole isindicated at 4l cooperating with an armature member, 42, which iscarried by a latch device, 43, the latter being pivoted insulatedly on apost, 43a, set in the base plate, H, and subject to the reaction of aspring, 43", coiled about the post and operating for holding thearmature normally withdrawn from the magnet pole, 41, and for holding acontact, 43d, carried by the latch intermediate its pivot and itsterminal catch nose, 43C, out of contact with a contact, a, carried by aconductor, 80, mounted insulatedly in xed position, as by an insulatingdisk, 81, carried at the outer end of the spool of the electromagnet,40-41.

The gear, 28, carries on a stud axle, 31, on which the gear isjournalled, a lever, 29, having at one end a gear segment, 299, whoseradius is that of the unmutilated part of the gear, so that said segmentmay coincide with a corresponding segment of the gear and cooperate withthe worm when the latter is standing at the mutilated segment of thegear.

'Ihe gear carries two stop pins, 33 and 34, between Which the lever isfree to oscillate over the gear face, the gear-segment-carrying armstopping against the pin, 34, at one limit of the range of oscillationand the opposite arm stopping against the pin, 33, at the other limit,and the stop pin, 34, being positioned so that when the lever is stoppedat that limit, the gear segment, 29, stands about midway in themutilated arc of the gear.

At the normal position of the parts at rest, the lever, 29, is heldnearly at the second mentioned limit of its range of oscillation byengagement of its end by the catch nose, 43, of the latch, 43, abovementioned, for which engagement the lever is furnished with a pin, 29h;and it is thus held against the reaction of a at spring, 35, attached atone end to the gear-segment-carrying arm of the lever, 29, as seen at29, and stopped at the other end against the stop pin, 33, beingintermediately ilexed over 'a collar, 31a, on the stud axle, said collarserving also to retain the lever closely, but free for the oscillationdescribed.

At its normally latched position, the gearsegment-carrying end of thelever stands slightly withdrawn from a position for engagement with theworm, 29, of the motor shaft, which at said position of the parts standsat the mutilated portion of the gear, having in the last precedingoperation of the horn driven the gear out of mesh with the worm.

Upon disengagement of the latch from the free end of the lever, 29, bymeans hereinafter described, the reaction of the spring, 36, swings thegear segment end of the lever into encounter with the worm, 27, and atthe same time nearly into engagement with the stop pin, 34, on the gear.

Upon the release of the lever 29 from the latch, the movement of thelever due to the reaction of the spring, 36, as described, carries theend of the lever having the pin, 29h, and said pin, clear of the latch,and the operator having released the push button 111, causing the magnetto be deenergized and to cease attracting the armature, the reaction ofthe spring, 43h, immediately swings the lever inward, bringing thecontacts, 43d and 80a, on the latch, 43 and conductor, 80, respectively,into cooperation for grounding the motor-energizing circuit, causing themotor to start.

At the rest position of the gear before the lever is released from-thelatch, the code controlling cam, 70, hereinafter described in detail,which is xed to the gear, 28, at the under side of the latter, standswith its deepest notch, 71, registered with the free end of a conductor,61, hereinafter described as to its function in the motor energizingcircuit; and when the motor starts and rotates the gear, 28, and thecam, 70, the cam actuates the free end of said conductor, 61, to thelimit of the cam protrusion next following said deepest notch, 71,thereby effecting a closure of the circuit between the conductor, 61,and the adjacent element of the circuit, as hereinafter explained.

The circuit-controlling connections for energizing the motor forcontrolling the horn-energizing circuit to determine the soundings inaccordance with the predetermined code will now be described.

From the current source indicated conventionally at B, circuit wire,100, leads to an insulated binding post, 101, at any convenient part ofthe Vehicle, from which point circuit wires in parallel, 102 and 103lead respectively to the code control mechanism, A, as mentioned above,and to a binding post, 104, on the horn, C, the connection of the wire,102, with the code control mechanism being indicated at 105' in diagramFigures 3 and 4, and the remainder of the circuit from that point ishereinafter fully described.

From a second binding post, 104e, on the horn, circuit wire, 106, leadsto a switch device preferably mounted for operation by a pedal switchindicated by its push button at 107, and from this switch, circuit wiresin parallel, 108 and 109, lead respectively to the code controlmechanism, with connections indicated at 110 on Figure 3, and to aswitch indicated by its push button, 111, on the steering column orother place on the vehicle convenient for manual operation. From thispush button, 111, circuit wire, 112, leads to ground indicated at 113 inthe diagrammatic view Figure 1.

It will be noted by reference to Figure 2 that the line, 106, from thehorn to the pedal switch is parted into two circuit members in parallel106a and 106), of which the line, 1062, leads to the contact, 1079, ofthe switch of which the line, i'

106b, leads to the contact, 10711, or the switch, 107, and from whichcontact the line, 109, leads to a switch, lll, which in eiect makes thisbranch bypass the pedal switch, 107, and constitute circuit line directfrom the horn to the switch, 111, from which the circuit runs direct tothe ground.

This it will be recognized amounts to running two lines from the hornbinding post, 104e, one to the switch, 107, and the other direct to theswitch, 111, the latter making the horn operable in the customary mannerthrough the switch, 111, alone, as hereinbefore described.

The circuit served by the circuit wires, 102 and 108, hereinbeforementioned as in parallel with the lines, 103 and 109, respectively, withtheir connections at 105 and 110, respectively, are continued throughconnectors and contacts and binding screws mounted in an assemblage ofinsulating blocks indicated in entirety at E, and which with saidconductors and binding screws may be understood by reference to thedissected sectional views Figures 6, 7 and 8, by referenceA to which thesame will now be described.

The insulating blocks, 50, 51, 52 and 53 are mounted by clamp screws, 54and 55, on the motor field and housing, D, which, being mounted on thebase plate, H, is adapted to constitute a ground connection. Aconductor, 60, clamped between the insulation blocks, 51, and 52, lapsthe conductor, 6l, also clamped between said blocks and which isoperatively connected by a binding screw, 63, mounted in the upper endportion of the block, 52, with the circuit wire, 108, above mentioned,which is held to said binding screw between nuts, 64 and 64e.

The conductor, 61, which is flexibly resilient protrudes from theinsulating mounting and carries a contact, 61a, which is arranged to benormally in contact with a contact member, 62a, carried by theconductor, 62, which latter is clamped between the insulating blocks, 52and 53, between which, lapping the conductor, 62, there is clamped aconductive terminal, 65a, of a circuit wire, 65, which leads from thewinding, 40, of the magnet, 41.

Between the blocks, 51 and 50, there is clamped a conductor, 66, whichprojects parallel to the conductor, 61, and carries a contact, 66a,positioned for cooperating for circuit connection with the contact, 61a,of the conductor, 61, upon the latter being suciently fiexed toward theconductor, 66. Between the blocks, 5l and 50, there is also clamped incontact with the conductor, 66, a conductor, 67, which is folded aroundthe end of the block, 50, and clamped between said block and motorhousing, D, and thereby adapted to effect ground connection completingthe circuit for energizing the horn.

A conductive terminal, 102e, of the circuit wire, 102, hereinbeforementioned, is clamped between nuts, 74 and 74a, to a binding screw, 73,mounted by means of the nut, 74, in the upper part of the insulatingblock, 52, and a circuit wire, 73X, engaged under the head of thebinding screw, 73, leads to the motor field winding and commutatorbrushes with a branch-in-parallel, 735', leading to the winding, 40, ofthe electromagnet, 41, from which winding, as above noted and indicatedat 65 in the wiring diagram Figure 2, a circuit wire leads back to theinsulating assemblage where it makes connection with the conductor, 62,containing the motor eld winding whose circuit is completed by a wire,76, and 76a, to and from the commutator brushes, 26, to the insulatedconductor, 80, as above described.

summarizing the foregoing description or" circuits:

The circuit in which the motor is energized when both the pedal switchbutton and the steering post switch button are operated, may be tracedin the wiring diagram Figure 2 with the assistance of other gures asfollows:

From the current source, B, tobinding post, 101; thence by wire, 102, tobinding screw, 73, on the member, 52, of the mounting assembly (seeFigure 10); thence by branch-in-parallel at 73X to the iield winding ofthe motor, and thence as indicated at 76 to the commutator brushes, andthence by line, 76a, to the insulated contact carrier, 80, and contact,80e; thence by way of the contact, 43d, and pivoted conductor, 43, toground as indicated at 43X, when the contacts, li3d and 801, are broughttogether; which is effected as above described upon release of thesteering post switch button de-energizing the magnet, 41, which, untilsaid release, has been energized in the circuit which may be traced fromthe branchin-parallel, 735', by way of the magnet winding, Li0; line,65; conductor, 62; contact, 62e; contact, 61a; conductor, 6l; conductor,60, binding screw, 63; line, 108; pedal switch, 107; and steering columnswitch, 111, to ground at 113. Meanwhile it will be noted that thecircuit branch, 735', in parallel with the line, 73X, through the motor,having the duty only of energizing the magnet pole, lil, affords easierpath for the current than is aorded by the motor energizing circuit; andthe current will therefore by-pass the motor when thisbranch-in-parallel is closed for permitting current ow through it. Andthus the magnet being energized without the motor being started operatesby attracting the armature, 42, to separate the contacts, 43d and 80a,opening the branch circuit through the motor winding.

Upon considering these branch circuits-inparallel it will be noted thatdue to the spring, 43h, the circuit through the motor windings isnormally closed at the contacts 43d and 80a, so that upon the operationof the two push buttons, the circuit will be closed simultaneouslythrough both branches, 731 and 73X, to the magnet winding, 40, and themotor winding, 23. The branchin-parallel, 73V, leads by line, 65, to aconductor and contact carrier, 62, contact, 62a, contact, 61a, andconductor and contact carrier, 61, to the binding screw, 63, and thenceto the pedal switch, 107, and thence to the steering wheel column pushbutton, 111, and to ground at 113; this is the course of the currentwhen the latch lever, 43, is engaged at the catch nose, 43C, by the pin,29d, of the lever arm, 29, as seen in Figure 3, and indicated in awiring diagram Figure 2; and the motor is de-energized by the currentby-passing it as above described.

But while the push button, 111, is held closed, since the currentthrough the horn nds direct course to the ground by wires, 109-112, noeffective current will pass by way of the wire, 108, to the motorenergizing circuit, this de-energizing or the motor being independentor" the de-energizing by by-passing through the magnet winding, 40, asabove described, and the motor is thus caused to stop when the pushbutton, 111, is operated, regardless of the operation oi the magnet foractuating the part, 43, and opening the circuit at 80@L and 43h.

Upon considering the circuit cormection and course as above described,it may be seen that when the operator simultaneously operates the pedalswitch button and the steering column push button, closing the circuitat both points, a circuit is established from the battery by the wire,103, to the horn and thence by the Wire, 106, to the pedal switch, 107,and thence by the wire,

109, to the steering column push button, 111, and thence by the wire,112, to ground at 113, which causes the horn to be sounded. Andsimultaneously a circuit is established by the wire, 102, the bindingscrew, 73, and thence by the wire, 73X, and branch-in-parallel 732 tothe electromagnet winding, 10, and thence by the return wire, 65, to theconductor, 62, and through the contacts, 62a and 61a, oi` theconductors, 62 and 6l, respectively, to the conductor, 61, and thence bybinding screw, 63, and circuit wire, 108, to the pedal switch button,107, thence to push button, 111, and thence to ground closing thecircuit by which the magnet, 40, 41, is energized for operating thelatch, 43, to release the gear segment lever, 29, and cause the gearsegment due to the reaction oi the flat spring, 36, to encounter theworm for making operative connection of the motor mechanism with thegear, 2S, while simultaneously the latch, 43, released from. the duty oflocking the lever, 29, is operated by the spring, 43h, for closing themotorenergizing circuit through the contacts, 43d and a.

And it will be seen that the motor-energizing circuit connections willcontinue thus closed for operating the interruptor so long as the pedalswitch, 107, is held closed, But while the push button, ill, is heldclosed, since the current from the horn finds direct course to ground bythe wires, 109 and 112, no effected current will in any event pass bythe wire, 168, to the motor energizing circuit, this avoidance ofenergizing the motor being independent of the avoidance due to theenergizing of the magnet for opening the motor-energizing circuit at thecontacts, 43d and 80a, causing the motor to be stopped. And accordinglyit will be noted that regardless of the specific arrangement of thecircuit connections for opening and closing the circuit at i3d and 80a,the motor will be stopped and the horn continuously sounded whenever thepush button, 111, is operated.

Accordingly by holding the button, 111, closed, the operator may prolongthe rst sounding of the horn to any length; and upon releasing thebutton, 111, continuing to hold the pedal switch, 107, closed, thesounding of the signal would be continued accordingly.

Also, as above described, the horn will be sounded in the customarymanner as if no code mechamsm were present, if the push button only isoperated.

It is considered desirable, for the same reason that the code signal isconsidered preferable to the customary abrupt anc more or less alarmingand irritating signal, that when the customary signal is resorted to, itshould be softened in cornparison in the individualsoundings of the codesignal. And for that purpose there may be interposed in the course ofthe wire, 106, for making a circuit connection in parallel with theswitch, 111, and the wire, 108, leading to the switch, 107, a hresistance element indicated at 10G-X, in

ing diagram, Figure 2, leading to the conthe tact, 107, of the switch,107, from which the wire, 109, leads to a switch, 111, thus enabling thecurrent to by-pass the switch, 107, or the connection therefrom by thewire, 108, to the interruptor conductor, 61. This expedient it will beseen limits the current which energizes the horn in accordance with theresistance of the wire, 10G-1, when by reason of the switch, 107, beingopened, the current cannot make its return course from the horn by wayof the contact, 107b,'from the wire, 106. A v

I claim:

1. A mechanism comprising a rotatably driven element of a gear train; acooperating element of such train arranged to be out of operativeconnection with the first mentioned train element at a rest position ofthe mechanism; a third train element mounted on the second mentionedtrain element for movement relatively thereto and to the rst mentionedtrain element to effect driving engagement of the iirst with the second;spring means reacting on said third gear element for its said movementfor said train engagement; means locking it against the reaction of saidspring out of said train-engaging position, and an electromagnet and acircuit in which it is energized and a magnetic element carried by saidlocking means in position to be attracted by the electromagnet fordisengaging the locking means to permit the movement of thetrain-engaging member into train-engaging position.

2. In an apparatus for the purpose indicated, an electrically energizedsignaling device; a main circuit in which it is energized comprising acurrent source, electrically conductive parts of the signaling device, anormally open switch including a rn in and an auxiliary movablecontact-carrying element and conductive connection from said switch backto the current source; a circuit-interrupting mechanism comprising arotatable cam device having alternate protrusions and recessesconstituting a cycle arranged for cooperating with the movable elementof the main circuit switch for alternately closing and opening saidcircuit and alternately energizing and de-energizing the signalingdevice in accordance with a code predetermined by the cycle ofalternating cam protrusions and recesses, and a gear train by which thecam device is rotated through the cycle; a motor by which the gear trainis driven; an electric circuit in which the motor is energizedcomprising the current source, the motor windings, a motor controllingswitch including a main and a cooperating contact carrier and contactscarried thereby, and conductive connection from said sii/itch back tothe current source, said gear train comprising a continuously rotatedelement, and a cooperating gear element arranged to be out of operatingconnection with the continuously rotating element at the normalinoperative rest position of the cam and gear tr in; a third gearelement mounted on the second mentioned gear element for movementrelatively theretc and to the continuously rotating train element toeffect driving engagement of said first and second train elements;spring means for reacting on the third gear element for its saidmovement for train engagement; means locking said third gear elementagainst the reaction oi said spring out of said train-engaging position;an electromagnet, a branch of the motor circuit in which said magnet isenergized, said branch comprising the winding of said electromagnet andconductive connections thence to the current source including personallyoperable switch means .interposed in said conductive connections,whereby the energizing of the electromagnet is dependent upon operationof said personally operable switch means for closing said branchcircuit, said electromagnet having an armature carried by said lockingmeans positioned relatively to said electromagnet for attraction by themagnet when the latter is energized; whereby the magnet operates thelocking means for releasing the gear element.

3. In the construction dened in claim 2, the

gear train comprising a mutilated driven gear associated with the camelement for rotating the latter through its cycle, and a driving elementarranged to be registered with the mutilation of the driven gear at thenormal inoperative rest position of the gear system, the cam devicecarried by the mutilated gear having means for interrupting themotor-energizing circuit at the cycle-ending position of the cam, saidposition corresponding to the position of registration of the gearmutilation with the driving element.

4. In the construction deiined in claim 2, the continuously rotatedelement of the gear train consisting of a worm carried by a shaft of themotor, and the cooperating gear element being a mutilated gear andcarrying the cam, the third gear element consisting of a lever having agear segment terminal and pivoted centrally with respect to said segmentterminal and with respect to the mutilated gear and carried by thelatter, and having limited range of oscillation relatively to the gearbetween stops carried by the gear for so limiting it, the gear featureof said third gear element being a gear segment having radius equal tothat of the unmutilated part of the mutilated gear, the spring meansmentioned being arranged reacting between the lever and the mutilatedgear tending to hold the lever stopped at one limit of its oscillation,the opposite end of the lever from the gear segment constituting themeans of engagement of the catch, and the spring serving for stressingthe gear segment into encounter with the worm to effect rotativemovement of the gear and thereby of the cam when the motor starts.

5. In an electrically operable apparatus having a main energizingcircuit and requiring for its purpose intermittent operation, means forsuch intermittent operation comprising a movable circuit member in themain circuit, a rotatable cam operatively associated with said movablecircuit member for alternate opening and closing of the circuit as thecam member is rotated through its cycle, a gear train havinginterrneshing gear ele- ;ments by one or" which the cam element iscarried for rotation through its cycle, an electrically energized motorby which the gear train is driven, said gear train comprising a primarygear element driven continuously by the motor, a partly mutilated gearwhich carries the rotatable cam dimensioned and positioned for meshingas to its unmutilated part with said continuously driven gear element,and a third gear element carried by said mutilated gear in the rotationof the latter and movable radially thereof for meshing and withdrawingfrom meshing with said continuously driven gear element at the positionat which the mutilation of the mutilated gear registers with saidcontinuously driven gear element, and means cooperating with themutilated gear in its rotation carrying said third element forwithdrawing the latter from meshing position at a predetermined stage inthe rotation of the cam by said mutilated gear.

6. A mechanism comprising a rotatably driven 'element of a gear train; acooperating element of said train arranged to be out of operativeconnection with the iirst mentioned train element at a rest position ofthe mechanism; a third train element mounted on the second mentionedtrain element for movement relatively thereto and to the first mentionedtrain element to eii'ect driving engagement of the iirst train elementwith the second; spring means reacting on said third element for itsmovement for said train engagement; means locking it, against thereaction of said spring, out or" said train-engaging position, anelectromagnet and a circuit in which it is energized, and a magneticelement carried by said locking means in position to be actuated by theelectromagnet for disengaging the locking means to permit movement ofthe train-engaging member into train-engaging position, the initialelement oi' the gear train being a motor-driven worm, the rotatedelement being a mutilated gear meshing with said worm, and the thirdelement being a gear segment terminating a lever, said lever pivotedcentrally with respect to the mutilated gear; a stop on the gear forlimiting the rotative movement of the lever with respect to the gear andengaging the lever for carrying it with the gear in the rotation of thelatter, the spring means reacting between the lever-engaging means andthe gear holding the lever normally in encounter with said stop duringthe rotative movement of the gear for carrying the lever to loclredposition, said stop being positioned relatively to the mutilated segmento the gear for being withdrawn from the lever at the locked position or"the latter in the continued rotation of the gear to position ofinterruption of its rotation due to the mutilated segment becomingregistered with the worm.

7. An apparatus comprising an electrically operated device, two circuitsin which it is energized, separate personally operable switchesinterposed in said circuits respectively, said circuits having apart-in-common, intermediate said two switches, said device beingoperatively connected in said part-in-common; comprisingv operatingconnections extending for personal operation and automatically operatingmeans for controlling one of said circuits for energizing said deviceinterruptedly, the resistance of said last mentioned circuit being sosubstantially greater than that of the other cicruit that when thepersonally operable switch is operated for closing said other circuit,negligible current passes by the circuit having the automaticinterruptedly operating circuit controlling means.

8. In an apparatus for the purpose indicated, a main circuit comprisinga current source, an electrically energized signaling device, a normallyopen switch including a main and an auxiliary contact-carrying elementand conductive connections from the main contact carrier to the currentsource; automatically operating means for opening and closing saidnormally open switch, said operating means comprising a rotatable camand an electric motor for rotating the cam; a spring-stressed catch forlocking the cam at open position of said main circuit switch; anelectromagnet; a normally closed back contact on said normally openswitch; a circuit from the current source through the electromagnet andto the back contact; an armature for the electromagnet; amotor-energizing circuit separate from the main circuit leading from thecurrent source to the motor winding and thence to and comprising anormally open switch, and from said switch back to the current source;means connecting said catch and the movable element of said lastmentioned motor circuit switch to said armature, so that the catch isreleased when the armature is attracted by the magnet, and the motorswitch is closed When the armature is released by the magnet; and anormally open personally operable switch interposed in the main circuitbetween the signaling device and said iirst mentioned normally openautomatically operated switch device.

9. In the construction denned in claim 8, a, branch from the maincircuit between the signaling device and the personally operable switch,said branch leading back to the current source, and a second normallyopen personally operable switch interposed in said branch; whereby uponclosing said interposed switch the current is short-circuited past thefirst mentioned personally operable switch and the signaling device isenergized without control by the rotatable cam.

10. The construction defined in claim 8the spring-stressed catch memberbeing pivotally mounted and carrying rigidly the electromagnet armaturemember and the movable element of the motor circuit switch in angularrelation to each other and to the operating arm of the catch member forcausing the cam-locking movement of the catch member to be the releasedmovement of the armature, and the circuit-closing movement of the motorcircuit switch.

11. In the construction defined in claim 8, a motor-driven gear trainmember by which the rotatable cam member is actuated; a primarymotor-driven gear train element arranged to be out of operativeconnection with said cam-member-actuating train element at rest positionof the mechanism; a third train element mounted on saidcam-member-actuating train element for movement relatively thereto andto said primary motor-driven train element, to eiiect driving engagementof said primary train element with the cam-actuating train element;spring means reacting on said third train element for train-engagingmovement of the latter, said third train element serving for theengagement of the spring-stressed catch member for locking the cammember as dened in claim 8.

12. The construction donned in claim 8, the

rotatable cam having alternating protrusions and recesses foralternately closing and opening the switch to operate the signal incycle according to a code; a motor-driven gear train comprising amutilated gear by which the cam element is actuated for rotation throughthe cycle, said gear train comprising a gear element connected with themotor for continuous rotation while the motor is operating and arrangedto be registered with the mutilation of the cam-actuating gear at anormally idle or rest position of the'gear train ,the gear traincomprising a third gear element mounted on the mutilated gear andspringstressed for movement relatively thereto for engaging thecontinuously rotated train element at the position of the mutilated gearat which its mutilation is registered with said continuously rotatedtrain element, the cam having its protrusions and recesses arranged foroperating the motor circuit switch for interrupting the energiaing ofthe signaling device at said position of registration of the gearmutilation with said continuously rotated'gear element, said third geartrain element being extended in position for constituting the engagementof the spring-stressed cam-locking catch mentioned in claim 8, and beingpivotally mounted on the cam-actuating gear for being held by the catchout of engagement with the continuously rotated train element, wherebythe disengagement of the spring-stressed catch unlocking the rotatablecam releases the third train member for engagement with the continuouslydriven train element for rotating they cam, and the engagement of thethird train element by the spring-stressed catch, locking the cam,disengages said third train element from the continuously driven trainelement .for arresting the rotation of the cam.

ANTHONY VON HAASE.

